Fuel injection system



Jan. 16, 1968 G. L. FISHER 3,363,614

FUEL INJECTION SYSTEM Filed Jan. 27, 1967 6 Sheets-Sheet 1 Flew INVENTOR GARY L. FISHER Jan. 16, 1968 G. FISHER FUEL INJECTION SYSTEM 6.Sh eetsSheet 2 Filed Jan. 27. 1967 O Om . m m mm mmwmm OmOm m GE

INVENTOR. GARY L] FISHER Jan. 16, 1968 G. 1.. FISHER 3,363,614

FUEL INJECTION SYSTEM Filed Jan. 2'7, 1967 6 Sheets-Sheet 5- v 0 o O 8 8 L0 3 ZOIO INVENTOR.

- GARY L. FISHER Jan. 16, 1968 G. L. FISHER FUEL INJECTION SYSTEM 6 Sheets-Sheet 4 Filed Jan. 27, 1967 INVENTOR. GARY L. FISHER BY d? Jan. 16, 1968 G. FISHER FUEL INJECTION SYSTEM 6 Sheets-Sheet 5 Filed Jan. 27, 1967 INVENTOR. GARY L. FISHER Jan. 16, 1968 cs. L. FISHER 3,363,614

FUEL INJECTION SYSTEM Filed Jan. 27, 1967 6 Sheets-Sheet 6 INVENTOR.

GARY L. FISH ER BY W14 United States Patent 4 Claims. (31. 12s 139 This application is a continuation-in-part of the applicants co-pending patent application Ser. No. 398,293, filed Sept. 22, 1964, and titled, Fuel Injection System, now abandoned.

This invention relates to fuel injection systems for internal combustion engines and more particularly it is an object to provide a system which is very simple and inexpensive and yet provides adjustment for the rate of fuel injection proportional to engine speed.

An important object is to provide a system as described in which the fuel flow reaching the engine block openings varies substantially with the varying speeds of the engine and the distributor shaft as modified by the effect on a valve in the line from the main fuel pump of an acceleration responsive means, the acceleration responsive means being preferably a vacuum line in communication with the intake manifold.

A second important objective is to provide a system as described which has means, preferably an auxiliary pump, for temporarily delivering fuel to the engine in addition to fuel delivered by a main fuel pump, for providing amounts of fuel sufficient for starting the engine.

A particular object is to make use of the fuel pump as a means of varying the rate of fuel injection whereby as the engine speed increases, the fuel pump speed increases proportionally.

It is my concept that since the fuel pump rotates at a speed proportional to engine speed, it is, therefore, only necessary to utilize this proportionality to gain the variation in fuel injection speed, which is desired for different engine speeds.

Possibly the reason my solution to this problem has not been conceived before is because there is a subtlety in using the speed of the engine itself to control the speed of the engine. Although the control is accomplished through my invention proportional to the speed of the fuel pump, which latter is in turn controlled by the speed of the engine, yet in the broader sense, the present speed of the engine is through my system controlling the future speed of the engine. In my system, the speed that the engine is running determines the speed of immediate future fuel injection.

This of itself would be impractical because there would be nothing to start the engine off as its lack of present speed at the start would foredoom to failure and impossibility any immediate change in future speed. This is a subtlety, a stumbling block which has balfled the industry.

So to start the engine off, my invention provides an auxiliary starting fuel pump which, by my concept, runs only during the period the starting motor is operating. As soon as the starting motor stops, my auxiliary starting fuel pump stops. There is no need to shut off the main fuel pump while my starting fuel pump is operating because there is not enough pressure coming from the main fuel pump to interfere with proper injection because at the start the main fuel pump and the engine driving it are not turning fast enough yet to cause fuel to be injected.

There is a problem involved in the use of the auxiliary fuel supply during starting arising from the factor that 3,363,514 Patented Jan. 16, 1968 a motor being started may be still hot from an earlier running and needing only minimum auxiliary fuel or it may be cool because the last earlier running was many, many hours earlier, thereby requiring greater amounts of fuel. It may be that earlier researchers had failed to see what is an object of this invention to provide, namely, thermostatically controlled regulation of the proportional energizing of the field coils of a motor controlling the auxiliary starting fuel pump with the thermostat operating proportional to the heat of the engine for giving ideal auxiliary fuel input proportional to the heat of the engine.

In the drawings:

FIGURE 1 is the front elevational view of an engine showing the fuel injection system of this invention mounted thereon, a portion of the forward side of the engine being broken away for purposes of illustrating the interior shown in section.

FIGURE 2 is a top plan view of a center portion of the engine of FIGURE 1 showing only parts of the lower ends of air intake pipes, with the remainder of the air intake pipes removed and with the air cleaner removed for better showing parts of this invention disposed therebeneath in actual practice. Side portions of the engine of FIGURE 1 are not shown in FIGURE 2.

FIGURE 3 is a sectional view taken along the line 3-3 of FIGURE 2, but with the air cleaners and air cleaner pipes in place and with a distributor of the engine in place, the latter not being shown in FIGURE 2, certain branch fuel lines to engine intake pipes not being shown in this view for clarity of illustration.

FIGURE 4 is a sectional view taken along the line 44 of FIGURE 5.

FIGURE 5 is a vertical section taken along the line 5-5 of FIGURE 7.

FIGURE 6 is a vertical section taken along the line 66 of the vacuum control valve assembly of FIGURE 2.

FIGURE 7 is a frontal elevation of the flow divider of FIGURES 2 and 5 as it would be seen from the righthand side in FIGURE 2.

FIGURE 8 is a side elevation of the selector valve assembly of FIGURES 2 and 9 as it would be seen from the right-hand side thereof, with a portion of the housing broken away to illustrate the interior construction.

FIGURE 9 is a top plan view of the selector valve assembly of FIGURES 2 and 8, a portion of the housing and of a slidable valve member being broken away and the remainder being shown in section for clarity of illustration.

FIGURE 10 is a diagrammatic view showing an electrical thermostat and its connection to the extra electrical starting fuel pump motor of my system.

The system of this invention is for use with an internal combustion engine generally indicated at 10 in FIGURE 2 having an upper central cover portion 12 seen in FIG- URES 1 and 3 and seen in top view in FIGURE 2, the cover portion 12 being a cover for an engine block 20' in which are disposed a plurality of piston-receiving cavities, one of which is shown at 30 in FIGURE 1, and as such cavities are conventional, only one is shown by way of illustration, although it will be understood that in the engine 10, shown in FIGURE 1, other cavities are disposed on an opposite side of the engine and generally behind an arrow indicated by the numeral 40.

A conventional or first or main fuel pump is shown at 60 in FIGURE 2 and is driven by a shaft 64 connected to an intermediate gear 68 driven by a shaft 70 which is in turn driven by a driven pinion 72 thereon, which latter is driven by a distributor shaft gear 78 mounted on a distributor shaft 80.

In accordance with this invention, the said gears and pinion above described are mounted in a gear housing 99, although it will be understood that variations in this arrangement can be made.

The engine has a main fuel line generally indicated at 1130, which latter extends outwardly from the oubet side of the main fuel pump 60 in a conventional manner extending rcarwardly for fuel how in the direction of the arrows 104.

The rearward end of the main fuel line 180 is, in accordance with this invention, connected to an inlet port 129 of a vacuum control valve assembly 130 of this invention, whereby as thus described, the main fuel line 100 can also be called the post-pump fuel line 100. The vacuum control valve assembly 130 can be best seen in FIGURES 2 and 6, and referring to FIGURE 6, it will be seen that the valve assembly 130 has an upper or valve block portion 134 through which a fuel passage 138 extends having the inlet port 120 and an exit port 140 between which a fuel flow control valve 150 is disposed, the valve 150 being adapted to make the passage 138 more closed or open, as later described.

The valve assembly 130 is not a device to regulate fuel pressure. The valve assembly 130 is a device to regulate fuel flow rate. When the valve assembly 130 opens with less vacuum from the engine, it gives added fuel by giving less obstruction to fuel flow.

The valve 150 is connected to a rod 154 which has a lower end attached to a diaphragm 164 which is mounted between the valve block or valve housing 134 and the lower housing 170.

An opening 174 through the sides of the valve housing 134 permits access from the exterior thereof to a vacuum cavity 190 disposed on the valve 150' side of the diaphragm 164-, and it will be seen that a lower cavity 194 exists in the lower housing 170.

Referring to FIGURE 6, it will be seen that the housing 170 has an opening 220 therethrough and entering upon the cavity 194 for permitting air to move in either of two directions in accordance with the double arrow 230.

The aperture or port 174 providing access to the upper vacuum chamber 190 is best seen in FIGURE 3 to be connected to a vacuum line 260 which leads to a connection at 270 to one of a plurality of intake pipe 280 which are conventional parts of the engine 10 leading from air cleaners 282 downwardly with communication to air intake passages 300, one of which is shown in FIGURE 1 extendirn through the engine block 20 with access of communication to the combustion portion or area 310 of a piston-receiving cavity 30 in the engine block, each cavity 30 being commonly called a cylinder of the engine, such access being possible at times when conventional valves 320 are not in positions for closing the passages 300.

When the engine 10 is accelerated by the pushing down on the gas pedal by an operator of an automobile, for example, in which the engine 10 is mounted, then the relative amount of vacuum in the combustion area 310 of each cylinder 36 will be lesser and the amount of vacuum in the vacuum chamber 190 will be proportionally lesser to the end that the diaphragm 164 will then assume the acceleration position A in which it is bowed the lesser degree, and in the acceleration A, the valve 150 will be seen to be withdrawn from the passage 138, as best seen in FIGURE 6, whereby the fiow of fuel to the engine through the passage 138, as later described will be greater, giving the engine a great gulp of gas at the moment it needs it most during acceleration.

Likewise, an ideal opposite condition is attained in which whenever the engine is not being accelerated, the valve 150, being connected to the diaphragm 164, will be disposed in the upper position shown in FIGURE 6, whereby it closes the passage 138 proportionally to the end that the amount of remaining enclosed space will be found to be just the right amount of space for an ideal amount of fluid for normal operaiton of the automobile at times when it is not being accelerated.

Hereinafter will be described means, in accordance with this invention, for properly delivering this flow of fuel from the passage 138 to the various cylinders of the engine.

Referring now to FIGURE 3, it will be seen that the fuel pump Gil of the engine 10, which is also called the first fuel pump herein, has assistance from a booster pump 350 of this invention, which latter receives gasoline from a fuel tank through a line 354, partially shown in FIG- URE 3, the booster pump 35% delivering fuel along a line 36a) whereby the flow therefrom moves in the direction of the arrows 362 to the inlet of the fuel pump 60 to which the line 360 is connected, whereby the booster pump 350 assists the first fuel pump 60 in supplying fuel to the main fuel line 100. The booster pump 350 may not be needed on engines when the main pump 60 provides adequate flow of fuel.

Referring now to the left-hand side of FIGURE 3 and also to FIGURE 6, it will be seen that the outlet port 140 in FIGURE 6 is connected to an outlet fitting 40%, shown in FIGURE 3 leading through a conduit 410 to an inlet port 42!} of a flow divider assembly 450, seen in FIG- URE 5, the latter having a housing 452 provided with a plurality of flow passages 458 therethrough, each of which is connected to the inlet port 429 by means of a flow channel 479, the flow from which is divided between the various passages 458 by a pointed portion 472 of the flow divider housing 452, as best seen in FIGURE 5.

The passages 458 are eight in number in the illustration, but it will be understood to be proportional to the number of cylinders in the engine 19, one passage 458 to each cylinder.

Referring to FIGURE 5, it will be seen that the fiow divider housing 452 has a cap 500 having a plurality of passages 502 therethrough which latter are each in communication with a passage 458 of the flow divided housing 452 and each passage 502 is connected to a fuel supply header 512, each of which is connected to a respective inlet port 600 of a selector valve assembly generally indicated at 610 having a housing 612 provided with a plurality of valve passages 620 therethrough having outlet ports 622, each connected by one of many branch fuel lines 627 to fittings 628 extending through a respective one or ones of the intake manifolds or intake pipes 280, the fittings 628 providing communication for fuel injection into the engine 10 through the intake pipes 289, as best seen in FIGURES 1 and 2 and not shown in FIGURE 3, each passage 620 being at times blocked by sliding reciprocating valves 640, there being one valve 640 for each passage 620, each valve 640 being reciprocally mounted in a valve-receiving passage 650 whereby portions of the housing 612 surrounding the valve passages 65% can be called valve seats, if desired, one of which is indicated at 660 in FIGURE 9.

Each sliding valve member 640 has a valve passage 690 extending therethrough and having a larger and a smaller end with its larger end facing the inlet port 660 at times, each valve 640 being held in its inner position under the urging of the spring 700 at times when the passage 620 is shut off, and excepting at times when the valve 640 is moved outwardly into open position for placing its passage 6&0 opposite the passage 620, which latter occurs when an inner end 710 of the valve 640 is urged outwardly by being struck by a roller 740 on a rotating control member or controller 750 of a control assembly generally indicated at 760 in FIGURE 8.

The rotating controller 750 is connected to a controller shaft 770', which latter is journaled in the housing 612 for rotation, as best seen in FIGURE 9, extending outwardly therefrom, as best seen in FIGURE 3, whereby the shaft 770 is connected to a gear 780, best seen in FIG- URE 3 in side elevation, the gear 780 being driven, as best seen in FIGURE 2, by the gear 68, whereby rotation of the controller 760 of FIGURE 8 is proportional to rotation of the distributor shaft and is preferably at exactly the same speed as rotation of the distributor shaft 80.

In operation of the control assembly 760, as seen in FIGURE 8, rotation of the controller 760 will cause respective valve 640 to be alternately depressed in sequence as the valves 640 are arranged in equidistantly spaced apart positions extending radially around the center axis of the housing 612, which latter is the axis of rotation of the shaft 770, whereby, as thus described, fuel is injected into the engine and into each respective cylinder thereof at ideal moments during brief moments of valve open condition at each valve 640, which latter at brief moments coincide with the optimum fuel injections timing for the engine 10.

Referring to FIGURE 3, a distributor is there shown at 900 and the distributor shaft is there seen in side view at 80 the distributor shaft 80 being a conventional part of the engine as in any automobile.

In general summary of the operations already above described:

When the operator of a vehicle having an interval combustion engine 10 accelerates the engine, an increased supply of fuel is instantaneously needed and it is desired that this supply of increased fuel cease the minute acceleration has ceased, when for example, the automobile has finished passing another vehicle.

In operation, the acceleration will cause decreased vacuum in the engine causing operation of the diaphragm 164, as above described, for opening the valve 150 to allow increased flow of fuel to the cylinders. Thereafter, upon the operator letting up on the accelerator pedal, the automobile and its engine 10 will be operating at a normal and even rate of speed, whether a high speed or a low speed, and since at that time, normal operation requires only a normal amount of gas flow, as represented by the flow that can be achieved through the remainder of the passage 138 remaining open in the constricted area 300 at times when the valve 150 is in a partially closing position, an ideal normal flow of fuel is thus achieved automatically.

However, it will be seen that in the above description of operation acceleration causes decreased vacuum which then causes increased fuel flow. But acceleration itself cannot be held, unless the engine is first running. For this reason, a starting fuel pump 1000 is provided in accordance with this invention having an inlet pipe 1002 leading to a fuel supply, not shown, such as a fuel tank. The starting fuel pump 1000 has an outlet pipe 1004 through which fuel flows in the direction of arrows 1010, as best seen in FIGURES 2 and 3, the line 1004 entering the main fuel line 100 whereby the starting fuel pump 1000 adds fuel to give a starting acceleration so that the rest of my system can work as above described.

The starting fuel pump 1000 runs only during the period the conventional starter motor 990 of the engine 10 is operating and the starting fuel pump 1000 is driven by a shaft 1050 which is, in turn, drivably connected to and driven by an extra electrical starting fuel pump motor 1060 of my system.

Thus the auxiliary starting fuel pump 1000 operates only during the period the starter motor 990 is operating. As soon as the engine is started, the starting motor 990 stops and the auxiliary starting fuel pump 1000 stops.

There is no need to shut off the main fuel pump 60 while the auxiliary starting fuel pump 1000 is operating because there is not enough pressure coming through the main fuel pump 60, at that time during starting, to interfere with the proper fuel inection because the main fuel pump 60, is at that time, not turning fast enough because the engine itself is at that time not turning fast enough to cause excessive pressure from the main fuel pump 60.

A box or housing 2000 is provided having a lid 2010 and enclosing the vacuum control valve assembly 130', the flow divider assembly 450', the fuel pump 60, and the selector valve assembly 610 and connecting parts. The

6 box or housing 2000 has a drain line 2020 leading from its bottom, as best seen in FIGURE 3, to the fuel tank, not shown, of the engine 10, whereby the box 2000 tends to catch and return any fuel leakage.

Referring to FIGURE 1, an electrical thermostat is there shown at 2500 which has an electrical cable 2510 leading from it and containing a plurality of conductors 2514, best seen in FIGURE 10, and which lead to the extra starting fuel pump motor 1060.

The thermostat or electrical switching means 2500 has a housing 2520, diagramatically shown in FIGURE 10, within which are a plurality of engageable electrical contacts 2530 which are disposed in spaced parallelism, each connected to one of the conductors 2514.

A bimetallic thermostat element 2540' is anchored to an anchor 2542 at the bottom 2544 of the housing 2520 and the element 2540 is adapted to uncoil when the temperature of the engine 10 is lower causing a bimetallic mounted electrical contact 2548 to move from the position shown in FIGURE 10 upwardly and to the left in the direction of an arrow 2550, to the end that the contact 2548 moves from a first position bridging all four contacts 2530 progressively to a position in which it secondly bridges only the uppermost three contacts 2530, then thirdly, the uppermost two, and fourthly, only the uppermost one of the contacts 2530.

The bimetallic thermostatic element 2540 winds or unwinds gradually with the engine heat. Depending on this heat, it will contact one, two, three, four, or all contacts. It will always contact at least one contact no matter what the temperature.

The flow divider 453 is always maintained full of fuel by the pump 60. When the engine is stopped or shut off, the engine rotation slows down until it stops. Since the pump 60 will not pump enough pressure at this slow rotation speed, it is either not putting out any pressure or is putting out very little pressure. Therefore, the pressure gradually subsides as the pump speed subsides.

When there is very low or no pressure, the fuel just sets in all of the fuel line and the line still remains full. Therefore, the engine has stopped and the fuel flow has stopped. There is no movement of engine or fuel. This is the reason for the importance of the starting fuel pump, namely, to bring the fuel pressure up to operating pressures.

The motor 1060 is a variable speed motor having variable, field flux terminals or variable armature voltage terminals 2570, each terminal being connected to one of the terminals 2514. The windings of the motor 1060 are such that when contact is made between the contact 2540 and all four of the contacts 2530, then the field windings of motor 1060 will all receive current coming originally from wire 2580 leading to a lead-in wire 2582, which latter is one of the lead-in wires to a conventional starter motor 3010. A wire 2584 leads from wire 2580 to a connection 2586 with the bimetallic element 2540, the current thereby reaching the field winding contacts 2530, conductors 2514, and terminals 2570.

Other current reaching the field windings motor 1060 reaches them through a Wire 2590 which leads to the motor terminal 2592 from the other terminal of the leadin wire 3000 of the conventional starter motor 3010.

It is to be understood that the motor windings of the motor 1060 receive their current directly from the wires 2580 and 2590.

As the engine 10 heats up, the thermostatic bimetallic element 2540 will uncurl causing progressively lesser numbers of the field windings of motor 1060 to receive current because progressively lesser numbers of contacts 2530 are being contacted by contact 2548.

Gradually, as the engine 10 heats up, the starter motor 1060 slows down because less of its field windings are in operation.

As thus described, the electrical thermostat 2500 is operably correlated with the engine and responsive to the temperature thereof. An electrically controllable fuel flow regulator means generally indicated at 3050 is pro vided, the means 3050 comprising the motor 1060, the auxiliary starting pump 1000 and interconnecting parts, whereby the said electrical starting fuel flow regulator means 3050 is operably correlated with the thermostat 2500 for causing a greater rate of fuel fiow to the engine when the engine temperature is lower and a progressively lesser rate of fuel flow to said engine as the engine temperature increases.

The first fuel pump 60 and the main fuel line 100 define a main fuel supply system generally indicated at 3070 in FIGURE 3. The starting fuel flow regulator means 3050 is connected to the main fuel supply system 3070 in a manner for regulating fuel flow through said main fuel supply system for adding extra fuel flow to said main fuel system.

After a drive in an automobile and after the engine is shut'oif after the drive, then at a time of restarting the engine, the motor remains Warm from the recent earlier running. The number of the contacts 2530 being contacted by the contact 2548 are proportional to the warmth of the engine. Because of this, the amount of extra fuel at starting delivered to the engine 10 by the auxiliary starting fuel pump 1000 will be proportional to the need of the engine as measured by the heat of the engine, all of which is controlled by the proportional energizing of the proportional numbers of field winding of the motor 1060.

Thus the wiring described causes the auxiliary starting fuel pump 1000 to be shut off automatically when the starter motor is shut off. And yet, before the starter motor is shut off, an ideal amount of auxiliary fuel is pumped by the auxiliary pump 100 proportional to the need of the engine as measured by the heat of the engine.

The reason pump 60 can operate at engine idle speed but is inoperative at engine cranking speed is because at engine cranking speed the main fuel pump 60 has not yet reached a speed great enough to produce enough pressure to be able to inject fuel to each cylinder through the main fuel injection system herein.

The reason the flow divider 450 works is because the vacuum control valve 130 is connected to the air intake pipe 280 at 270. The air rushing into the cylinder through air intake pipe 280 is controlled by a conventional butterfly valve, not shown, in the air intake pipe.

When the butterfly valve is partially closed, it restricts the air flow to the cylinder.

The cylinder is then trying to suck more air in than the butterfly valve will allow. This tends to create a vacuum. When the butterfly valve is opened and this restriction is removed, the vacuum decreases, therefore, allowing the diaphragm 164 to relax and move flow control valve 150 to its least restrictive position, as for example, when accelerating or increasing speed.

As the engine speed increases, the fuel pressure increases. The increased pressure would tend to offset the variation of the fuel flow at 640, 690 as the open valve time decreases.

As best seen in FIGURE 1, the housing 2500 rests on the engine cover 12. It is, therefore, disposed in a position such that the engine heat reaches the bimetallic strip 2540. When the strip 2540 is heated by the engine heat, it expands and moves away from the fixed contacts 2530, one by one, at first contacting all four, then all three, then two, then one, but always the strip contacts at least one fixed contact 2530.

However, when the engine and the bimetallic strip 2540 are cold, the strip is in a position such that it has straightened out and will touch all of the fixed contacts 2530 for increased motor speed.

From the foregoing description, it is thought to be obvious that a fuel injection system constructed in accordance with my invention is particularly well adapted for use, by reason of the convenience and facility with which it may be assembled and operated, and it will also be obvious that my invention can be changed and modified without departing from the principles and spirit thereof, and for this reason, I do not wish to be understood as limiting myself to the precise arrangement and formation of the several parts herein shown in carrying out my invention in practice, except as claimed.

I claim:

1. In combination with an internal combustion engine having a crankshaft having an engine block, a plurality of piston-receiving cavities in said block, a distributor shaft, block-openings through said block to the combustion part of said piston-receiving cavities, a starter motor and means drivably connecting said starter motor to said crankshaft, the following fuel injection system parts: a first and main fuel pump, a main fuel line connected to said first fuel pump, means for driving said first fuel pump at a rate proportional to the speed of rotation of said distributor shaft, 21 post pump fuel line leading from said first fuel pump, a valve in said post pump fuel line, controllable means for controlling said valve, acceleration-responsive means connected to said engine and controllably connected to said controllable means for causing said controllable means to be operated for opening said valve to a greater extent whenever said engine is accelerated, a fuel injection selector having a controller movably mounted therein and drivably connected to said distributor shaft, a plurality of selector valve means each having an inlet and an outlet and each operably correlated with said controller for operating said valves to alternately operate each valve in a sequence for a brief moment of valve-open condition coinciding with optimum fuel injection timing for said engine, a flow divider having an inlet connected to said post-pump fuel line on the opposite side of said valve from said first pump and having outlets each connected to an inlet of one of said selector valve means, means connecting the outlet of each of said selector valve means to one of said engine block openings, powered means for at times temporarily delivering fuel to said piston-receiving cavities in addition to fuel delivered by said first fuel pump in amounts of fuel sufficient for starting said engine, means operably correlated with said starting motor and delivering power to said powered means only at times when said starting motor is operating, the rate of fuel flow reaching said engine block openings varying substantially with the varying speeds of said engine and distributor shaft as modified by the effect of said acceleration responsive means on said valve in said post pump fuel line.

2. The combination of claim 1 in which said acceleration responsive means comprises a vacuum line con nected to one of said piston-receiving cavities of said engine, said vacuum line being connected to said controllable means, whereby vacuum in said engine is expressed in said vacuum line.

3. The combination of claim 1 in which said acceleration-responsive means comprises a vacuum-housing, a dia phragm in said housing and dividing said housing into two parts, means connecting one of said housing parts to one of said block openings.

4. The combination of claim 1 in which said means for temporarily delivering fuel is defined by the following combination: an electrical switching means operably correlated with said engine and responsive to the temperature thereof, said switching means comprising a bimetallic element adapted to change shape progressively in response to increased heat of said engine, said switching means having a movable switching contact attached to said bimetallic element for movement therewith as said shape changes, said switching means further having a plurality of engageable contacts some or all of which are engaged at times by said bimetallic-element-mounted contact, the movement of said engagea'ble contacts Which are engaged by said bimetallic-element-mounted contact 9 10 being progressively greater with increases in engine speed, ing said starting fuel flow regulator means to said main electrically controllable starting fuel flow regulator means fuel supply system for adding extra fuel flow to said main operatively correlated with said switching means for causfuel supply system. ing a greater rate of fuel flow to said engine when said engine temperature is lower and a progressively lesser 5 N0 l'effiffincfis Citedrate of fuel flow to said engine as the engine temperature increases, said first fuel pump and said main fuel LAURENCE GOODRIDGE, Primary Exammerline defining a main fuel supply system, means connect- 

1. IN COMBINATION WITH AN INTERNAL COMBUSTION ENGINE HAVING A CRANKSHAFT HAVING AN ENGINE BLOCK, A PLURALITY OF PISTON-RECEIVING CAVITIES IN SAID BLOCK, A DISTRIBUTOR SHAFT, BLOCK-OPENINGS THROUGH SAID BLOCK TO THE COMBUSTION PART OF SAID PISTON-RECEIVING CAVITIES, A STARTER MOTOR AND MEANS DRIVABLY CONNECTING SAID STARTER MOTOR TO SAID CRANKSHAFT, THE FOLLOWING FUEL INJECTION SYSTEM PARTS: A FIRST AND MAIN FUEL PUMP, A MAIN FUEL LINE CONNECTED TO SAID FIRST FUEL PUMP, MEANS FOR DRIVING SAID FIRST FUEL PUMP AT A RATE PROPORTIONAL TO THE SPEED OF ROTATION OF SAID DISTRIBUTOR SHAFT, A POST PUMP FUEL LINE LEADING FROM SAID FIRST FUEL PUMP, A VALVE IN SAID POST PUMP FUEL LINE, CONTROLLABLE MEANS FOR CONTROLLING SAID VALVE, ACCELERATION-RESPONSIVE MEANS CONNECTED TO SAID ENGINE AND CONTROLLABLY CONNECTED TO SAID CONTROLLABLE MEANS FOR CAUSING SAID CONTROLLABLE MEANS TO BE OPERATED FOR OPENING SAID VALVE TO A GREATER EXTEND WHENEVER SAID ENGINE IS ACCELERATED, A FUEL INJECTION SELECTOR HAVING A CONTROLLER MOVABLY MOUNTED THEREIN AND DRIVABLY CONNECTED TO SAID DISTRIBUTOR SHAFT, A PLURALITY OF SELECTOR VALVE MEANS EACH HAVING AN INLET AND AN OUTLET AND EACH OPERABLY CORRELATED WITH SAID CONTROLLER FOR OPERATING SAID VALVES TO ALTERNATELY OPERATE EACH VALVE IN A SEQUENCE FOR A BRIEF MOMENT OF VALVE-OPEN CONDITION COINCIDING WITH OPTIMUM FUEL INJECTION TIMING FOR SAID ENGINE, A FLOW DIVIDER HAVING AN INLET CONNECTED TO SAID POST-PUMP FUEL LINE ON THE OPPOSITE SIDE OF SAID VALVE FROM SAID FIRST PUMP AND HAVING OUTLETS EACH CONNECTED TO AN INLET OF ONE OF SAID SELECTOR VALVE MEANS, MEANS CONNECTING THE OUTLET OF EACH 